Fuel injection-spark ignition system for an internal combustion engine

ABSTRACT

A system of converting a carbureted-spark ignited internal combustion engine to a fuel-injection-spark ignited mode of operation comprising a series of fuel injecting spark plugs for replacing the conventional spark plugs, a fuel manifold for the spark plugs connected to the fuel line in lieu of its connection with the carburetor and a distributor assembly for replacing the distributor cap and rotor of the distributor having a shaft section fixedly connected to the rotor shaft of the distributor, the shaft section having a drum mounted thereon for rotation therewith and for axial movement therealong in response to the movement of the speed control mechanism of the engine (in lieu of the carburetor response thereof), the drum cooperating with a ganged structure in the form of a replacement distributor cap to generate electrical signals resulting from the rotational movement of the drum which are transmitted to the fuel injection plugs as a function of engine speed and are varied in time or other characteristic as a result of the axial movement of the drum as a function of speed control mechanism position. The system includes provision for the cut off of the fuel injection signals in response to the release of the speed control mechanism to its idle position until the engine speed reduces to a value just above idle speed and a start up of the fuel injection signals in response to a depression of the speed control mechanism before reaching the aforesaid speed which closely correspond to the actual engine speed, by retarding or damping the return axial movement of the drum.

SYSTEM FOR AN INTERNAL COMBUSTION ENGINE Inventor: Roy E. McAlister,5285 Red Rock N., Phoenix, Ariz. 85018 [22] Filed: Mar. 7, 1972 [21]Appl. No.: 232,575

[52] US. Cl. 123/32 AE [51] Int. Cl. F02m 51/00 [58] Field of Search123/32 AB, 32 S1 [56] References Cited UNITED STATES PATENTS 1,627,7275/1927 Charter 123/32 AE 1,664,614 4/1928 French 123/32 AE 1,664,6154/1928 French 123/32 AE 1,705,665 3/1929 French 123/32 AE 2,331,91210/1943 Holthouse 123/32 AE 2,981,244 4/1961 Hendrickson 123/32 AEPrimary Examiner-Laurence M. Goodridge. Assistant Examiner-Cort FlintAttorney, Agent, or FirmCushman, Darby & Cushman [5 7] ABSTRACT A systemof converting a carburetedspark ignited internal combustion engine to afuel-injection-spark ig- United States-Patent 1 3,830,204 MCAliSttEI'Aug. 20, 1974 1 FUEL INJECTION-SPARK IGNITION nited mode of operationcomprising a series of fuel injecting spark plugs for replacing theconventional spark plugs, a fuel manifold for the spark plugs connectedto the fuel line in lieu of its connection with the carburetor and adistributor assembly for replacing the distributor cap and rotor of thedistributor having a shaft section fixedly connected to the rotor shaftof the distributor, the shaft section having a drum mounted thereon forrotation therewith and for axial movement therealong in response to themovement of e the speed control mechanism of the engine (in lieu of thecarburetor response thereof), the drum cooperating with a gangedstructure in the form of a replacement distributor cap to generateelectrical signals resulting from the rotational movement of the drumwhich are transmitted to the fuel injection plugs as a function ofengine speed and are varied in time or other characteristic as a resultof the axial movement of the drum as a function of speed controlmechanism position. The system includes provision for the cut off of thefuel injection signals in response to the release of the speed controlmechanism to its idle position until the engine speed reduces to a valuejust above idle speed and a start up of the fuel injection signals inresponse to a depression of the speed control mechanism before reachingthe aforesaid speed which closely correspond to the actual engine speed,by retarding or damping the return axial movement of the drum.

This invention relates to a system for converting conventionalcarbureted and spark ignited engines to fuel injected and spark ignitedengines.

There are many systems proposed in the patented literature for renderinginternal combustion engines capable of operation in a fuel injection andspark ignited mode. In general, these systems have employed elaboratedelectronic circuits for generating the electrical signals necessary foractuating the fuel injecting mechanisms so that a proper amount of fuelat the proper time is discharged into each combustion chamber. Many ofthese systems utilize spark plugs modified to provide a fuel outletdischarging directly into the combustion chamber which eliminates theneed to provide fuel openings in the engine block.

Despite the disclosed capabilities of known fuel injection-sparkignition systems, in general, these systems have not been adopted to anyappreciable extent particularly as conversion packages. Those systemswhich have been commercially adopted utilize complex electroniccircuitry involving sensors for a great variety of varying engineconditions. As a consequence these so phisticated electronic systemshave been suitable only as original equipment (as distinguished fromconversion systems) where the relatively high costs involved can beincluded as a part of the greater overall costs of production, as withan automobile or the like.

The present invention is based upon the underlying principle that thecosts heretofore encountered can be substantially reduced to a pointwhere a conversion package is economically practical by varying theelectrical injection signal as a simple function of the enginerotational speed and the position of the speed control mechanism. Thus,the system of the present invention utilizes two simple physicallycooperating structures mounted for relative rotational movement of onewith respect to the other and for relative movement with respect to eachother between first and second positions and simply coupling the onestructure to a rotating element of the engine so that its rotation is atall times a function of engine speed and interconnecting the speedcontrol linkage between the two structures so that they will assume arelative position which is a function of the position of the speedcontrol mechanism. The rotating structure then provides means forgenerating an electri cal injection signal during each cycle of engineoperation and change in relative position between the two structuresprovides means for varying a characteristic of the electrical injectionsignal by which the amount and timing of the fuel injection can bedetermined.

Accordingly, it is an object of the present invention to provide asystem of fuel injection-spark ignition for an internal combustionengine embodying the principles set forth above so as to obtain theadvantages stated and overcome the stated disadvantages of the prior artsystems.

Another object of the present invention is the provision of a system ofthe type described which is constructed as a conversion package forexisting internal combustion engines of the carbureted-spark ignitiontype capable of easy installation by simply replacing the existingdistributor cap and spark plugs and disconnecting the fuel line andspeed control mechanism from the 2 existing carburetor and effectingconnection thereof with components of the present system.

Another object of the present invention is the provision of a system ofthe type described which is particularly suited to be utilized with avariety of different fuels, such as gasolene (both high and low octane),diesel fuel, mathane, propane, methanol, hydrogen, heated kerosene andthe like.

A known advantage of fuel injection systems is that they can be made soas to cut off the injection of fuel during deceleration. Such cut-offmaterially aids in fuel conservation and reduces pollution. The presentsystem is ideally suited to incorporation of the cut-off feature sincecut-off is best determined as a function of engine speed and theposition of the speed control mechanism. Moreover, in accordance withthe principles of the present invention, a smoothly operating cut-offfunction is obtained by the provision of a damped override to therelative movement between the two structures in a directioncorresponding to deceleration so as to limit the rate of decelerationunder firing conditions and thereby encourage the operator to decelerateunder a no-fire condition, as by completely releasing the acceleratorpedal of the speed control mechanism.

Accordingly, it is an object of the present invention to provide asystem of fuel injection embodying fuel cut-off during deceleration whenthe accelerator pedal is fully released and controlled rate decelerationin response to the release of the accelerator until the fully releasedposition is reached.

Another object of the present invention is the provision of an improvedfuel injection spark plug.

These and other objects of the present invention will become moreapparent during the course of the following detailed description.

The invention may best be understood with reference to the accompanyingdrawings wherein illustrative embodiments are shown.

In the drawings:

FIG. 1 is a somewhat schematic view illustrating a fuel injection-sparkignition system embodying the principles of the present inventioninstalled as a conversion package on a conventional carbureted-sparkignited internal combustion engine of an automobile;

FIG. 2 is an enlarged vertical sectional view of a preferred embodimentof a distributor unit of the present system;

FIG. 3 is a sectional view taken along the line 3-3 of FIG. 2;

FIG. 4 is an elevational view partly in section illustrating a modifiedform of fuel injecting spark plug;

FIG. 5 is an elevational view of a drum structure of modified form; and

FIG. 6 is a sectional view taken along the line 6-6 of FIG. 5.

Referring now more particularly to the drawings, there is shown in FIG.1 thereof a preferred form of fuel injection and the spark ignitionsystem 10 for an internal combustion engine embodying the principles ofthe present invention. The system of the present invention I isapplicable to all known internal combustion engines either of the pistonand cylinder type or of the rotary type, such as Wankel engines. Thesystem is likewise applicable to engines which operate on the two cycleor four cycle mode. Since the system has particular applicability as aconversion package for a conventional carbureted-spark ignited fourcycle, piston and cylinder engine of the type used in most automotivevehicles today, FIG. 1 illustrates such exemplary application includingthose parts of a typical conventional engine which are effected by theconversion. These parts include a carburetor, indicated at C, having alinkage L of the speed control mechanism and a fuel line F of the fuelcircuit connected therewith and a distributor D.

The system includes a series of fuel injection spark plugs, generallyindicated at 12, which are installed in the engine in place of theconventional spark plugs, a fuel line manifold or harness 14 having afluid flow connection with the fuel line F in lieu of its connectionwith the carburetor C and a similar fluid flow connection with eachspark plug 12, and a distributor cap replacement assembly, generallyindicated at 16, which is adapted to be mounted on the distributor D inlieu of the conventional distributor cap thereof. The assembly 16 isadapted to be mechanically connected between the distributor rotor andits shaft and has a further mechanical connection with the linkage L ofthe speed control mechanism in lieu of its connection with thecarburetor C. The assembly 16 also provides the conventional electricalconnection between the spark igniting signal generating mechanism of thedistributor D and the plugs 12 as well as an electrical connectiontherewith providing a fuel injection electrical signal.

In its broadest aspects, it will be understood that the present system10 may utilize any known fuel injection spark plug construction.However, in FIG. 1 a preferred form of plug 12 is shown. The plug 12includes the usual collar 18 of conductive material, such as metal orthe like, the collar providing the usual exterior threads 20 on one endportion thereof for engagement with the engine block opening whichreceives the conventional spark plugs of the engine. Also, the collar 18includes the usual exterior flats on its outer end portion whichcooperate with a wrench or other tool for effecting the securement ofthe plug 12 in the engine block.

Mounted within the collar 18 is a first annular body 22 of insulativematerial, the body extending axially outwardly of the collar 18 andbeing fixedly secured therein by any suitable means, as for example, aswaged down lip on the outer end portion of the collar. The firstannular body 22 has fixedly imbedded therein a concentric relation withthe collar 18 an electrode member 24, the inner extremity of which isdisposed in spaced relation to a ground electrode 26 formed on the innerextremity of the collar 18 so as to provide a spark gap between the twoelectrodes.

The outer end portion of the first annular body 22 is formed with acavity or recess 28 extending from the exterior periphery intwardly intocommunication with the outer end of the electrode member 24. The plug 12also includes a second annular body 30 of insulative material which isdisposed in outward axially extending relation to the first body 22 andincludes a projecting portion 32 adapted to engage within the cavity 28of the first body 22. While this telescoping or male and femalerelationship between the first and second bodies may assume anyparticular configuration, as shown, the mating surfaces of the twobodies are of frustoconical configuration.

The two bodies 22 and 30 are arranged so as to be fused together along aportion of the mating frustoconical surfaces thereof with the remainingportion of the surfaces having a conductor 34 disposed therebetween fortransmitting the high voltage required to generate the spark across thespark gap provided by the electrodes 24 and 26. in the embodiment shown,the conductor 34 is in the form of a helical strip having an exteriorlyexposed annular portion adjacent the juncture of the exteriorperipheries of the two bodies 22 and 30 and an inner end suitablyconnected to the adjacent end of the electrode member 24. It will beunderstood that the conductor 34 may assume other configurations as, forexample, a frustoconical foil suitably apertured throughout to providesurface-to-surface contact permitting the two insulated bodies to befused together during the assembly of the plug 12, as well as a straightrigid bar.

Preferably, the body 30 is molded in surrounding relation to a solenoidvalve assembly, generally indicated at 36. The assembly 36 includes afirst tubular member 38 having an outer end portion extending axiallyoutwardly from the annular body 30 and constituting a fuel inlet for theplug 12. The inner end portion of the member 38 is in the form of aspool around which is wound a solenoid coil 40. One end of the solenoidcoil is connected with the member 38 which is made of a conductivematerial and the opposite end thereof extends exteriorly through thespool end flange and the adjacent portion of the insulative body 30 andhas an electrical connector 42 secured thereto.

The hub of the spool portion of the member 38 is provided with an axialpassage 44 communicating the fuel inlet portion of the member 38 to arecessed opposite end thereof, indicate at 46. Mounted within the recess46 is a solenoid plunger member 48, the outer end of which is formedinto a valve element 50. The member 48 is slidably mounted within asecond member 52 having an outer sleeve portion which encompasses thecoil 40 and an inner portion which slidably-receives the members 48defining an annular valve seat 54 therein which cooperates with thevalve element 50.

The member 48 is resiliently biased, as by a coil spring 56, into aposition wherein the valve element 50 engages the valve seat 54 inclosed relation therewith. The exterior periphery of the member may beprovided with axial slots or the like which provide for flow of fluidfrom the passage 44 to the valve seat 54. In addition, as shown, themember 48 includes a central passage 58 which communicates with theexterior of the member at a position spaced from the valve element 50.The member 52 also provides an axial passage 60 leading from the valveseat 54 which in turn communicates with an aligned passage 62 formed inthe body 30 and a passage 64 formed in the electrode member 24. Thepassage 64 terminates in a restricted orifice 66 calibrated so as toprevent flow of fluid outwardly thereof until a predetermined operatingpressure condition is obtained.

The fuel manifold 14 may assume many different constructions, as shown,the manifold comprises a simple hollow elongated body 68 having an inletconnection at one end thereof for receiving the outlet end of the fuelline F disconnected from the carburetor C. The hollow body includes aplurality of outlet connections 70 of a number equal to the number ofplugs 12 utilized in the system. In the embodiment shown in FIG. 4, anexemplary number of four outlets 70 is provided, each being connected asby a conduit 72 to the inlet portion Referring now more particularly toFIG. 2, there is shown therein a preferred embodiment of the distributorassembly 16 mounted on the distributor D in place of the conventionaldistributor cap thereof. As shown, the assembly 16 includes a housing ordistributor cap assembly including a lower adaptor section 80 having itslower end configured to engage the upper rim 82 of the distributor D inthe same fashion as the normal distributor cap. In this regard, theadaptor section 80 includes lugs 84 for receiving the usual spring clips86 which serve to detachably mount the conventional distributor cap ontothe metal housing thereof. The housing assembly also includes an uppersection 88 which is detachably mounted on the lower section 80, by anysuitable means, such as a threaded connection 90 or the like. The uppersection includes the usual central terminal 92 to which a lead from thecoil is connected and a plurality of circumferentially spaced spark plugterminals 94. These terminals 92 and 94 are adapted to cooperate with arotor 96 in the same manner as a conventlonal distributor. The assembly16 includes a main hollow shaft section 98 having an adaptor 100 fixedto the lower end thereof which is configured to engage the upper end ofthe conventional rotor shift 102 of the distributor D. The upper end ofthe main shaft section 98 is configured to detachably receive the rotor96 in the usual fashion. It can thus be seen that the distributorassembly 16 of the present invention provides the same capabilitiesbuilt into the conventional distributor insofar as the timing of thespark ignition is concerned.

In accordance with the principles of the present invention, a drumstructure 104 is mounted over the shaft 98 for axial sliding movementwith respect thereto and for rotational movement therewith. The drum 104is preferably made of a plastic material and has embedded in theexterior periphery thereof a conductor sheet 106 having a generallywedge-shaped configuration as best shown in FlG. 1. The conductor sheetis electrically connected with the shaft 98, as indicated at 108, inFIG. 2 to provide a ground circuit therefor, as will be hereinafter morefully explained.

This conductor sheet 106 is adapted to cooperate with a plurality ofradially extending electric contact brushes 110 carried by the upper capsection 88 is annually spaced position about the drum, the number ofbrushes provided corresponding with the number of plugs 12. The brushes110 and the cap section 88 carrying the same constitute a structurewhich is disposed in physically cooperating relation with the drumstructure 104 for rotational movement of one with respect to the otherand for relative movement with respect to each other between first andsecond positions. Both the relative rotational movement and the relativemovement between the first and second positions in the preferredembodiment shown is accomplished by the aforesaid axial and rotationalmovement of the drum structure 104.

While any suitable arrangement may be utilized to provide thesemovements, in the preferred embodiment shown, the drum structure 104 isformed with an axial flange 112 on its upper end through which a radialpin 114 extends.The pin 114 also engages within a pair of diametricallyopposed axially extending slots 116 formed in the main hollow shaft 98and a transverse bore within the upper end of a motion transmittingshaft or element 118, the lower end of which extends through the hollowshaft 48 to a position below the drum structure 104. The main shaft 98is formed with a second pair of axially elongated slots 120 at aposition adjacent the lower end portion of the motion transmitting shaft118 and a collar 122 is slidably mounted in surrounding relation withthe exterior of the main shaft 98 adjacent the lower extremity of shaft1 18. A pin 124 similar to pin 114, extends radially through the collar122, within the slots 120 and an appropriate bore in the adjacent lowerend portion of the motion transmitting shaft 118.

With the above arrangement, it can be seen that the drum structure 104will at all times rotate with the rotation of the rotor shaft 102 of thedistributor D. The collar 122 provides a means whereby the drumstructure 104 may be moved axially along the main shaft 98 during suchrotation. This axial movement is effected as a function of the movementof the speed control mechanism of the automobile. To this end, thecollar 122 includes an upper radially outwardly extending flange 126,the lower surface of which is adapted to be engaged by a pair of rollers128 carried by the outer ends of a fork member 130. The fork member 130is pivotally mounted on a lug structure 132 formed integrally on theinterior of the lower cap section 80 at a position indicated at 134 inFIG. 2.

The motion of the speed control mechanism of the automobile istransmitted to the fork member 130 preferably by a conventional Bowdenwire assembly, indicated generally at 136. With reference to FIG. 1, abracket 138 is suitably mounted on the carburetor C and the normalthrottle and choke mechanism of the carburetor is suitably locked intoan open position as by any suitable means such as the turn-buckle link140 illustrated in FIG. 1 extending between the bracket 1.38 and thethrottle and choke mechanism. The connecting rod of the speed controllinkage L is disconnected from the throttle and choke mechanism andconnected to one end of a shaft 142 of the Bowden wire assembly 136. TheBowden wire assembly includes the usual flexible casing 144, theadjacent end of which is fixed to the bracket 138. The opposite end ofthe casing 144 is engaged within an apertured boss 146 formed in thelower cap section 80 and suitably fixed thereto by any suitable means,such as a set screw 148 or the like.

In the preferred embodiment shown in FIG. 2, the connection between thefork member 130 and collar 122 is a one-way connection by virtue of theprovision of only a single upper flange 126. While it will beappreciated that it is within the contemplation of the present inventionto provide a two-way lost motion connection between the fork member 130and the collar 122 by utilizing a lower annular flange on the collar,the one-way connection shown is preferred because it provides for asmoother operation as will become more apparent hereinafter.

As can be seen from FIG. 2, in the normal idle position of the speedcontrol mechanism, the rollers 128 of the fork member 130 are disposedslightly below the flange 126. This slight lost motion is provided forthe purpose of limiting the idle position of the collar 122 by apressure and temperature compensating means in the form of an annularbellows 152. As shown, the adaptor 100 includes an annular flange 154extending radially outwardly therefrom and the annular bellows 152 ismounted between the annular flange 154 and the s collar 122. The annularbellows thus serves as a limiting stop for the collar 122 which is bothpressure and temperature sensitive.

The collar 122, shaft element 118 and drum structure 104 are resilientlybiased into an idle position by a coil spring 156 surrounding the upperend portion of the main hollow shaft 98 and having its lower end engagedover the drum collar 112 and its upper end engaged over the attachingcollar of the rotor 96. It can be seen that the return or downward axialmovement of the drum 104 is effected by the spring 156. The force ofthis spring is calibrated to effect a controlled return movement of thedrum in conjunction with the operation of a centrifugal retardingmechanism, generally indicated at 158. This mechanism includes a rotarymember 160 of generally cup-shaped configuration fixedly secured to theexterior periphery of the main shaft 98 by any suitable means, such aswelding or the like. Carried by the upper outer periphery of the member160 at equal annularly spaced positions therearound is a plurality ofpivoted levers 162 having weights 164 formed on one end thereof androllers 166 journaled on the inner ends thereof. The upper surface ofeach of the rollers 166 is adapted to engage a lower flange 168 formedon the drum structure 104 and the lower surfaces thereof are adapted toengage the upper surface of a ring 170. The ring 170 has a plurality ofannularly spaced pins extending downwardly therefrom through the member160, the lower ends of the pins being in turn fixed within a lower ring174. The two rings interconnected by the pins 172 are resiliently biasedinto an upper limiting position by a series of light springs 176surrounding the pins 172 in a position between the upper ring 170 andthe adjacent portion of the member 160.

The dual ring assembly provides a means for electrically sensing whenthe drum structure 104 is disposed within or adjacent to its idleposition. To this end, there is provided a switch 178 having an armmounted in a position to be engaged by the lower ring 174 when the drumstructure 104 reaches a position closely adjacent its idle position. Theswitch 178 is adapted to be closed when the drum structure 104 is in itsidle position or in any position closely adjacent thereto. This switchis connected in parallel with a switch 180 which is of the normallyclosed type adapted to be opened in response to movement of the speedcontrol mechanism into a position adjacent its idle position. To thisend, the fork member 130 is provided with a third actuating arm 182which is disposed in a position to engage the plunger of the switch 180and maintain the same in open condition when the speed control mechanismis either in its idle position or any position closely adjacent thereto.

As shown in FIG. 2, one side of the switches 178 and 180 is connected inparallel by a lead wire 184. The opposite end of the lead wire 184isadapted to be connected in the circuit to the condenser and brakerpoints of the distributor D at a position on the positive side of thecondensor. The other poles of the switches 178 and 180 are connected inparallel with a lead terminal 186 which is connected to a circularconductor 188 mounted in the upper cap section 88. Connected between thecircular conductor 188, each brush 110 and an associated terminal 190 isa transistor 192. Each transistor is connected so that the emitter isconnected with the circular conductor 188, the collector is connectedwith the associated terminal 190 and the base is connected with theassociated brush 110. Each transistor thus serves to complete a lowvoltage circuit to the associated terminal 190 when the associated brushis grounded.

' The grounding of each brush 110 is accomplished by the conductor sheet106 on the drum structure 104 when the latter contacts the brush duringthe rotation of the drum structure 104. The ground circuit from theconductor sheet 106 is completed through the shaft 98 and to thedistributor shaft 102 by a centrifugal switch assembly, generallyindicated at 194. As shown, the switch assembly 194 includes -aconductor shaft 196 which extends through the lower end of the shaft 198and through the upper end of the adapter 100. The adapter is made of asuitable insulative material, such as plastic or the like, and is formedwith a hollow interior within which a pendant conductor arm 198 isdisposed. The conductor arm is connected with the shaft 196 and isbiased into an open position, as by a spring 200 or the like. The armincludes an eccentric, weighted contact portion 202 which, when theshaft 102 is turned even at starter speeds moves out by centrifugalaction into contact with the interior of the shaft 102 overcoming thebias of spring 200. Each terminal 190 is connected to the coil terminal42 of an associated plug 12 by an appropriate lead 204.

OPERATION It is believed apparent from the above description just howthe component parts of the present system are mounted on a conventionalautomobile to convert the same to a fuel injection system. To brieflyre-state these operations,the spark plugs of the conventional engine arereplaced by a set of plugs 12, the fuel line F to the carburetor C isdisconnected and connected to the fuel manifold 14. Each outlet 70 ofthe fuel manifold 14 is connected to the fuel inlet 38 of an associatedplug 12 as by a line 72. Next, the linkage L of the speed controlmechanism is disconnected from the throttle and choke mechanism of thecarburetor C and this latter mechanism is locked into its fully openposition by the turnbuckle connected to bracket 138. The linkage L isthen connected to one end of the Bowden wire assembly 136. Finally, thedistributor cap of the engine is removed and replaced by the distributorassembly 16 of the present system. In this regard, it is assumed thatthe other end of the Bowden wire assembly 136 is connected to the forkmember 130 and specifically the arm thereof in the manner as shown inFIG. 2. Moreover, the lead wire 184 must initially be connected to thepositive side of the condensor in the point circuit of the distributorD. In mounting the distributor assembly 16 on the distributor D, theadaptor 100 is engaged on the upper end of the output shaft 102 of thedistributor in the same fashion as the conventional rotor. The sparkignition terminals 92 and 94 are connected respectively to the coil andplugs 12 in the usual fashion and the temiinals are connected to thecoil terminals 42 of the plugs as by lines 204. By this simpleinterconnection, the present system renders a conventional carburetedspark-ignited engine capable of operating in a fuel injection-sparkignition mode.

The operation of the system 10 can best be explained in relation to thenormal operation of an automobile. In this regard, it will be noted thatsince the fuel solenoid valve assemblies are connected in parallel withthe spark ignition circuit, the latter will be under the control of theignition key. When the operator turns on the key, the starter circuit isenergized, causing a rotation of the engine which rotation moves thecentrifugal switch assembly 194' into contact with the interior of drumstructure 104 is rotated with the distributor shaft 102, the conductorsheet 106 will move into successive electrical contact with the brushes110. This actuates the associated transistor completing the circuit tothe associated terminal 190 and therefore through the coil 40 of theassociated plug 12. The energization of the coil 40 draws the plungermember 48 upwardly, as shown in FIG. 1, against the normal bias ofspring 56, moving the valve element 50 away from the seat 54, permittingfuel in the manifold assembly 14 to flow outwardly through passages 60,62, 64 and restricted orifree 66 into the associated combustion chamberof the engine. The ignition signal is accomplished in the usual fashionthrough rotor 96 and the braker contact circuit of the conventionaldistributor D. In this way the plug 12 associated with each combustionchamber has a charge of fuel discharged therein and ignited by the sparkduring each cycle of operation.

Where the automobile has been standing in a cold environment or in alow-pressure environment prior to start-up, the bellows 152 will becontracted from the position shown in FIG. 2, thus causing the drumstructure 104 to assume an idle position slightly below that illustratedin FIG. 2. As shown in FIG. 1, the conductor sheet 106 includes adiverging portion adjacent the apex position thereof at the upper end ofthe drum structure, thus providing for a fuel injection signal of a timeduration slightly greater than the time duration at the normal idleposition. Thus, the pressure and temperature sensitive annular bellows152 serves as the equivalent of a choke and enables the system toprovide for a greater idle speed than normally would be the case underlow temperature and/or low pressure conditions. As soon as the enginehas warmed up sufficiently, the bellows 152 will expand and thus limitthe idle position of the drum structure 104 to the normal position shownin FIG. 2.

As the operator steps on the accelerator pedal and moves the same fromits normal idle position toward its maximum acceleration position, thismotion is trans mitted through the linkage L and Bowden wire assembly136 to the yoke member 130 which in turn moves collar 122 and hence drumstructure 104 upwardly from the position shown in FIG. 2. This upwardmovement of the drum structure serves to increase the width of thecontact strip 106 engaged by the brushes 110 during each revolution ofthe drum structure. This variation in turn serves to increase the timeduring which the coil 40 is energized and hence the amount of fueldischarged into each combustion chamber. Consequently, the engine speedwill increase in response to the movement of the accelerator pedaltoward its maximum acceleration position. The position of the leadingedge of the conductor sheet provides an advance for the fuel injectionsignal, and in addition, the normal advance of the distributor shaft 102is likewise utilized.

It will be noted that the movement of the yoke member 130 beyond aposition slightlyadjacent to the idle position shown will serve to closethe switch 180 and as the speed of the engine increases beyond the idlespeed, the weighted arms 162 of the centrifugal retarding assembly 158will pivot about their axes so that the associated rollers 166 are movedin an upward direction generally following the upward movement of thedrum structure 104. After a small predetermined amount of this movement,switch 178 is opened but since switch 180 has been previously closed,the circuit to the brushes is continuously available. It can thus beseen that so long as the operator is moving the accelerator pedal in adirection toward maximum acceleration or maintaining the accelerator inany position to which it has been moved, the drum structure 104 willsimply assume a corresponding position which determines the time of thefuel injection signal and hence the speed of the vehicle. Thisrelationship in the preferred embodiment shown does not hold true,however, with respect to the movement of the accelerator pedal in adirection toward its idle position. When the operator rapidly releaseshis foot from the accelerator pedal, the yoke member immediately returnsto its idle position, thus opening switch 180. This has the effect ofinterrupting the circuit to the circular conductor 188 and hence no fuelinjection signal will be transmitted to the plugs. In this way, adeceleration of the automobile will be effected with the engine beingmoved through its operation as a pump until the speed thereof slows downto a value adjacent idle speed, at which point switch 178 is closed,thus re-energizing the circuit to the fuel injection solenoids.

It will be noted that as the engine speed is reduced during theabove-described operation, the movement of the drum downwardly iscontrolled by the centrifugal retarding assembly 58. Thus, as soon asthe fork member 130 is moved into its idle position spring 158 adds itsbias onto the drum structure 104, moving the latter downwardly. However,the calibration of the spring is such that this movement will beresisted by the position of the weights 164. As the speed is reduced theweights permit the spring to bias the drum structure downwardly until itreaches the position sufficient to close switch 178. In the event thatthe operator should engage the accelerator pedal before the engine speedreaches a value sufficient to close the switch 178, the movement of theaccelerator pedal will permit reenergization of the fuel injectioncircuit by closing the switch 180. The retarding mechanism insures thatwhen the switch is closed, the initial signal transmitted to the plugs12 will be at a value nearly that desired for the speed at which theengine is then operating. In this way a smoother operation is insured.

It will be appreciated that the operation of the present system willrequire a little getting used to by the operator. In any situation wherethe operator desires to bring the vehicle to a stop, the operator isrequired to release his foot from the accelerator pedal and the cutofffeature of the present system will materially aid in bringing thevehicle to the desired stop. The arrangement clearly conserves fuel andby the same token reduces pollution. As the engine speed approaches idlespeed injection is automatically resumed at the desired idle speed. Onthe other hand, where it is desired to diminish the speed, as incruising, the operator need only let off his foot slightly from theaccelerator pedal and the speed retarding mechanism will provide acontrolled retarding of the speed. Thus, a smooth cruising operation isinsured.

Perhaps one of the greatest advantages of the present system is that itrenders the automobile capable of operating on low octane gasoline andnumerous other fuels. The system is essentially independent ofvariations in the manifold fuel pressure produced by the conventionalfuel pump of the automobile, in that variations in the fuel pressurewill be reflected equally in all of the cylinders so that the onlycompensation required by the operator is to vary the position of theaccelerator pedal for a given desired speed in the event of a variationin fuel pressure. By injecting the fuel directly into the combustionengine, the cut-off feature is made possible even with liquid fuels,since instantaneous response is possible. Where gasoline fuel injectionoccurs in the manifold, such instantaneous action can not be achieved,due to the wetting and drying of the manifold walls by the fuel.Moreover, by injecting the fuel directly into the combustion chamber, amore accurate timing of the fuel injection can be maintained, thuseliminating the need for high octane, and indeed rendering the presentsystem capable of operating on all well-known fuels such as diesel fuel,methane, propane, heated kerosene and the like. The present system lendsitself readily to a dual fuel capability as well. That is, a systemwhich has the capability of alternately operating on any one of two ormore different fuels.

It will be understood that while the simple conductor sheet and brushmeans for generating the electrical signal for effecting the fuelinjection is preferred, the present system lends itself to otherelectric signal generating means. Such alternative means may include aprimary transformer in the drum assembly, a magneto in the drum assemblyor even a phototransistor in the drum assembly.

It will also be understood that while all of the above arrangementsincluding the conductor sheet and brush arrangement vary thecharacteristic of the electric fuel injection signal in terms of time,the present system also contemplates varying other characteristics ofthe electrical signal. For example, in FIGS. 4-6, there is showncomponents of a modified system in which the characteristic of theelectrical fuel injection signal which is varied is the voltage of thesignal, the variation in the voltage being utilized to vary the amountof fuel injected.

FIG. 4 illustrates the modifications in the fuel injection spark plug 12necessary to make the plug responsive to an electrical signal whichvaries in voltage. The plug illustrated in FIG. 4 is identical with theplug 12 previously described except that the valve assembly 36 of theplug 12 is replaced by a different valve assembly, indicated generallyat 206. Since the plug is the same except for this difference adescription of the remaining structure of the plug is deemed unnecessaryand corresponding reference numerals have been applied to FIG. 4. Theassembly 206 includes an inlet tube portion 208 similar to the portion38 previously described and an inner casing portion 210 having a valveseat member 212 of electrical insulative material carried by the innerend portion thereof. Fixed to the juncture between the inner and outerportions 208 and 210 is the outer end of a valve member 214 made of apiezoelectric material. The valve member 214 extends inwardly toward thevalve seat member 212 and has a valve surface 216 formed on the innerend thereof which is normally disposed in closing engagement with thevalve seat.

As before, the valve member 214 may include an axial passage 218extending inwardly from the outer end thereof which communicatesexteriorly of the member at a position spaced outwardly of the valvesurface 216 thereof. The exterior periphery of the body 30 has a lead220 extending annularly thereabout and radially therethrough and throughthe adjacent portion of the casing 210, the lead being electricallyconnected to the inner end of the valve member 214. The valve member 214may be of any conventional piezoelectric material of the type which willcontract in length in response to the transmission of a high voltagecurrent therethrough, as by a circuit from the lead 220 to groundthrough the inlet tube 208, with the amount of contraction beingproportional to the voltage of the electrical signal transmittedthereto.

FIGS. 5 and 6 illustrate a drum structure, generally indicated at 222,for generating the variable voltage signal to which the valve assembly206 is responsive. It will be understood that this drum structure 222can be simply substituted in lieu of the drum structure 104 previouslydescribed. As best shown in FIG. 6, the drum structure 222 includes acore 224 of conductive material, such as metal or the like, having anaxially in depth throughout its axial extent. Mounted within the slot226 is a variable thickness resistor 228 which is made of anyconventional resistor material. The outer surface of the resistor 228extends beyond the outer periphery of the core 224 in flush relation tothe outer cylindrical surface of a cover 230 made of electricalinsulative material, such as plastic or the like.

It will be understood that the axial movement of the drum from an idleposition toward a maximum acceleration will result in a decreasing ofthe resistance of the circuit through the variable resistor 228 andhence an increasing voltage in the electrical fuel injection signaltransmitted to the piezoelectric valve member 214. Since the valvemember 214 contracts an amount which increases proportional to theincrease in the voltage the amount of fuel discharged increases due tothe greater flow passage through the valve seat or lesser resistance toflow therethrough. It will be understood that the electricalcharacteristics of the transistors 192 utilized in the circuit fortransmitting the variable voltage signals to the valve members 214 maybe appropriately modified from those used in connection with thepreferred embodiment of FIGS. 1-3 to enable the transmission of the highvoltages required to effect contraction of the piezoelectric material ofthe valve members 214. If necessary amplifiers may be embodied in eachtransistor circuit.

It can thus be seen that there has been provided a system which issimple in structure and operation. This simplicity is obtained by thebasic provision of two physically cooperating structures mounted so thatone rotates with respect to the other and so that a relative movementwith respect to each other between limiting position can take placeduring such rotation. It will be noted that in the preferred embodimentshown, one of the structures is a ganged structure suitable toaccommodate a plurality of combustion chambers of the piston andcylinder type. It is preferable that the ganged structure be generallystationarily mounted and that the rotating structure be moved axially toaccomplish the relative movement as exemplified by the preferredembodiments shown in the drawings and described above. In its broaderaspects however, the present invention contemplates movement of theganged structure so long as the principles of the invention are adheredto.

lt thus will be seen that the objects of this invention have been fullyand effectively accomplished. it will be realized, however, that theforegoing preferred specific embodiment has been shown and described forthe purpose of illustrating the functional and structural principles ofthis invention and is subject to change without departure from suchprinciples. Therefore, this invention includes all modificationsencompassed within the spirit and scope of the following claims.

I claim:

1. A fuel injection system for an internal combustion engine havingcombustion chamber means, a rotating element driven at a speedproportional to the speed of the engine, and a speed control mechanism,said system comprising a pair of structures disposed in physicallycooperating relation with respect to each other, means mounting saidstructures for rotational movement of one with respect to the other andfor relative movement with respect to each other between first andsecond positions, means adapted to be connected with the rotatingelement of the internal combustion engine for effecting rotationalmovement of said one structure at a speed proportional to the speed ofthe internal composition during the rotation of said one structure inresponse to the movement of the speed control mechanism of the internalcombustion engine from its idle position toward its maximum speedposition and for permitting a relative movement between said structurestoward said first position when said speed control mechanism is movedtoward said idle position, said structures including electrical signalgenerating means operable to generate an electrical signal during therevolution of said one structure having a characteristic which varies asa result of the relative movement between said structures from saidfirst position toward said second position, spark plug means adapted tobe mounted in operative relation with respect to the combustion chambermeans of the internal combustion engine, said spark plug means havingfuel outlet means therein adapted to communicate with the combustionchamber means of the internal combustion engine when said spark plugmeans is mounted in operative relation therewith, means operable inresponse to said electrical signal for discharging from said outletmeans into the combustion chamber means of the internal combustionengine in proper timed relation to the cycle of operation thereof anamount of fuel which is proportional to the characteristic variation ofsaid electrical signal, and rotation sensing switch means for renderingsaid signal generating means l inoperable to generate an electricalsignal to which said discharging means is responsive when the rotatingelement of said engine is not rotating and (2) operable to generate anelectrical signal to which said discharging means is responsive of saidengine at starting speeds and above.

2. A system as defined in claim 1 wherein said one a said shaft sectionbetween the ends thereof for rotation therewith and axial movement withrespect thereto, said cap member having leads in the end thereof forcooperating with the distributor rotor of the internal combustionengine.

3. A system as defined in claim 2 wherein said signal generating meansincludes a conductor band on the exterior periphery of said drum havinga circumferential width which increases axially and a number ofconductor brushes equal to the number of combustion chambers in theinternal combustion engine carried by said cap member in engagement withthe exterior periphery of said drum so as to contact said conductor bandduring the revolution of said drum in any position of axial movementthereof.

4. A system as defined in claim 3 wherein said spark plug means includesa spark plug for each combustion chamber of the internal combustionengine and said signal responsive means includes a fuel passageextending through each spark plug, each fuel passage having a dischargeend constituting said fuel outlet means and an inlet end, a valvemounted in each spark plug for movement between opened and closedpositions with respect to the associated fuel passage therein andsolenoid coil means within each spark plug electrically connected withan associated conductor brush for energization when the latter is inengagement with said conductor band and operatively connected with theassociated valve for moving the same into an opened position in responseto the energization thereof.

5. A system as defined in claim 2 wherein said signal generating meansincludes a variable resistor in said drum extending axially thereof andbeing exposed axially along the periphery thereof and a number ofconductor brushes equal to the number of combustion chambers in theinternal combustion engine carried by said cap member in engagement withthe exterior periphery of said drum so as to contact said variableresistor during the revolution of said drum in any position of axialmovement thereof.

6. A system as defined in claim 5 wherein said spark plug means includesa spark plug for each combustion chamber of the internal combustionengine and said signal responsive means includes a fuel passageextending through each spark plug, each fuel passage having a dischargeend constituting said fuel outlet means, an inlet end and a valve seatintermediate the ends thereof, a valve member of piezoelectricalmaterial mounted within each plug in closing engagement with said valveseat electrically connected with an associated contact brush for movingaway from said valve seat in response to the energization thereof anamount proportional to the variable resistance of said variableresistor.

7. A fuel injection system for an internal combustion engine havingspeed control means movable in one direction from an idle positionthrough a closely adjacent cut-off position to a maximum speed positionand in an opposite direction from said maximum speed position throughsaid cut-off position to said idle position and at least one combustionchamber comprising means for generating an electrical signal for eachcycle of operation of said engine having a characteristic capable ofbeing varied between an idle value and a maximum speed value, meansoperable in response to the generation of said electrical signal fordischarging an amount of fuel into the combustion chamber of the enginewhich varies between an idle amount and a maximum amount proportional tothe variation of said signal between said idle value and said maximumvalue, means for varying said electrical signal from said idle value tosaid maximum value in response to the movement of said speed controlmeans in said one direction from said idle position to said maximumposition, means operable in response to the movement of said speedcontrol means in said opposite direction between said maximum positionand said cut-off position for varying said signal toward said idle valueat a maximum rate which is independent of the rate of said movement ofsaid speed control means, and means for rendering said signal generatingmeans inoperable to generate an electrical signal to which said fueldischarge means is responsive when said speed control means is disposedin said cut-off position, said idle position and any positiontherebetween, and the speed of said engine is above a predeterminedspeed slightly above idle speed.

8. A system as defined in claim 7 wherein the variable characteristic ofsaid electrical signal is the time of said electrical signal.

9. A system as defined in claim 7 wherein the variable characteristic ofsaid electrical signal is the amplitude of the voltage thereof.

10. A system as defined in claim 7 including temperature and pressureresponsive means for varying the idle value of said electrical signal.

11. A system as defined in claim 3, wherein said signal generating meansfurther includes a lead in said cap member associated with each brushand a transistor in said cap member electrically connected between eachbrush and its associated lead.

12. A fuel injection system for an internal combustion engine includinga distributor housing having a distributor rotor shaft therein,combustion chamber means, and a speed control mechanism movable in onedirection from an idle position through a closely adjacent cut-offposition to a maximum speed position and in an opposite direction fromsaid maximum speed position through said cut-off position to said idleposition, said system comprising an annular housing structure, means onsaid housing structure for detachably fixedly securing the same on thedistributor housing of the internal combustion engine, a shaft sectionhaving means on one end thereof for connecting the same on thedistributor rotor shaft of the internal combustion engine for rotationtherewith within said housing structure, a generally cylindrical drumstructure, means mounting said drum structure over said shaft sectionwithin said housing structure for rotation with said shaft section andaxial'movement with respect thereto and to said housing structurebetween first and second positions, means adapted to be connected to thespeed control mechanism of said internal combustion engine for effectingan axial movement of said drum structure from said first position towardsaid second position during the rotation of said drum structure inresponse to the movement of the speed control mechanism of the internalcombustion engine from its idle position toward its maximum speedposition, said drum and housing structures including electrical signalgenerating means operable to generate an electrical signal during therotation of said drum structure having a characteristic which varies asa result of the axial movement of said drum structure from said firstposition toward said second position, spark plug means adapted to bemounted in operative relation with respect to the combustion chambermeans of the internal combustion engine, said spark plug means havingfuel outlet means therein adapted to communicate with the combustionchamber means of the internal combustion engine when said spark plugmeans is mounted in operative relation therewith, means operable inresponse to said electrical signal for discharging from said outletmeans into the combustion chamber means of the internal combustionengine in proper timed relation to the cycle of operation thereof anamount of fuel which is proportional to the characteristic variation ofsaid electrical signal, means operable in response to the movement ofsaid speed control mechanism of the internal combustion engine in theaforesaid opposite direction thereof between said maximum position andsaid cut-off position for effecting an axial movement of said drumstructure toward said first position at a maximum rate which isindependent of the rate of movement of the speed control mechanism, andmeans for rendering said signal generating means inoperable to generatean electrical signal to which said fuel discharging means is responsivewhen said speed control mechanism is disposed in said cut-off position,said idle position and any position therebetween, and the speed of saidengine is above a predetermined speed slightly above idle speed.

13. A system as defined in claim 12 wherein said means for effecting theaxial movement of said drum structure toward said first positioncomprises a spring resiliently biasing said drum structure toward saidfirst position and a centrifugal retarding assembly rotatably connectedwith said shaft section for controlably limiting the rate of the axialmovement of said drum structure under the bias of said spring.

14. A system as defined in claim 12 including a pressure and temperatureresponsive annular bellows operatively connected between said shaftsection and said drum structure for limiting the axial movement thereofin one direction at a variable position corresponding to said firstposition, said signal generating means being operable to vary the signalcorresponding to said variation in said first position.

15. A fuel injection system for an internal combustion engine havingcombustion chamber means, a rotating element driven at a speedproportional to the speed of the engine and a speed control mechanismmovable in one direction from an idle position through a closelyadjacent cut-off position to a maximum speed position and in an oppositedirection from said maximum speed position through said cut-off positionto said idle position, said system comprising a pair of structuresdisposed in physically cooperating relation with respect to each other,means mounting said structures for rotational movement of one withrespect to the other and for relative movement with respect to eachother between first and second positions, means adapted to be connectedwith the rotating element of the internal combustion engine foreffecting rotational movement of said one structure at a speedproportional to the speed of the internal combustion engine, meansadapted to be connected to the speed control mechanism of said internalcombustion engine for effecting a relative movement between saidstructures from said first position toward said second position duringthe rotation of said one structure in response to the movement of thespeed control mechanism of the internal combustion engine from its idleposition toward its maximum speed position and for permitting a relativemovement between said structures toward said first position when saidspeed control mechanism is moved toward said idle position, saidstructures including electrical signal generating means operable togenerate an electrical signal during the revolution of said onestructure having a characteristic which varies as a result of therelative movement between said structures from said first positiontoward said second position, spark plug means adapted to be mounted inoperative relation with respect to the combustion chamber means of theinternal combustion engine, said spark plug means having fuel outletmeans therein adapted to communicate with the combustion chamber meansof the internal combustion engine when said spark plug means is mountedin operative relation therewith, means operable in response to saidelectrical signal for discharging from said outlet means into thecombustion chamber means of the internal combustion engine in propertimed relation to the cycle of operation thereof an amount of fuel whichis proportional to the characteristic variation of said electric signal,and means for rendering said signal generating means inoperable togenerate an electrical signal to which said fuel discharging means isresponsive when said speed control mechanism is disposed in said cut-offposition, said idle position and any position therebetween, and thespeed of said engine is above a predetermined speed slightly above idlespeed.

16. A fuel injection system as in claim including means for controllingthe relative movement between said structures toward said first positionto a rate proportional to engine speed when said speed control mechanismis moved in the opposite direction at a greater rate.

17. A fuel injection system for an internal combustion engine includinga distributor housing having a distributor rotor shaft therein,combustion chamber means, and a speed control mechanism movable in onedirection from an idle position through a closely adjacent cut-offposition to a maximum speed position and in an opposite direction fromsaid maximum speed position through said cut-off position to said idleposition, said system comprising an annular housing structure,

means on said housing structure for detachably fixedly securing the sameon the distributor housing of the internal combustion engine, a shaftsection having means on one end thereof for connecting the same on thedistributor rotor shaft of the internal combustion engine for rotationtherewith within said housing structure, a generally cylindrical drumstructure, means mounting said drum structure over said shaft sectionwithin said housing structure for rotation with said shaft section andaxial movement with respect thereto andto said housing structure betweenfirst and second positions, means adapted to be connected to the speedcontrol mechanism of said internal combustion engine for effecting anaxial movement of said drum structure from said first position towardsaid second position during the rotation of said drum structure inresponse to the movement of the speed control mechanism of the internalcombustion engine from its idle position toward its maximum speedposition, said drum and housing structures including electrical signalgenerating means operable to generate an electrical signal during therotation of said drum structure having a characteristic which varies asa result of the axial movement of said drum structure from said firstposition toward said second position, spark plug means adapted to bemounted in operative relation with respect to the combustion chambermeans of the internal combustion engine, said spark plug means havingfuel outlet means therein adapted to communicate with the combustionchamber means of the internal combustion engine when said spark plugmeans is mounted in operative relation therewith, and means operable inresponse to said electrical signal for discharging from said outletmeans into the combustion chamber means of the internal combustionengine in proper timed relation to the cycle of operation thereof anamount of fuel which is proportional to the characteristic variation ofsaid electrical signal, said signal generating means including aconductor band on the exterior periphery of said drum structure and aplurality of annularly spaced conductor brushes carried by said housingstructure in engagement with the exterior periphery of said drumstructure so as to contact said conductor hand during the rotation ofsaid drum structure in any position of axial movement thereof, saidconductor band having leading and trailing edges which converge towardan axial line extending therethrough in an axial direction correspondingto the direction of axial movement of said drum structure toward saidsecond position.

18. A fuel injection system as defined in claim 17 wherein said signalgenerating means further includes a lead in said housing structureassociated with each brush and transistor in said housing structureelectrically connected between each brush and its associate lead.

1. A fuel injection system for an internal combustion engine havingcombustion chamber means, a rotating element driven at a speedproportional to the speed of the engine, and a speed control mechanism,said system comprising a pair of structures disposed in physicallycooperating relation with respect to each other, means mounting saidstructures for rotational movement of one with respect to the other andfor relative movement with respect to each other between first andsecond positions, means adapted to be connected with the rotatingelement of the internal combustion engine for effecting rotationalmovement of said one structure at a speed proportional to the speed ofthe internal combustion engine, means adapted to be connected to thespeed control mechanism of said internal combustion engine for effectinga relative movement between said structures from said first positiontoward said second position during the rotation of said one structure inresponse to the movement of the speed control mechanism of the internalcombustion engine from its idle position toward its maximum speedposition and for permitting a relative movement between said structurestoward said first position when said speed control mechanism is movedtoward said idle position, said structures including electrical signalgenerating means operable to generate an electrical signal during therevolution of said one structure having a characteristic which varies asa result of the relative movement between said structures from saidfirst position toward said second position, spark plug means adapted tobe mounted in operative relation with respect to the combustion chambermeans of the internal combustion engine, said spark plug means havingfuel outlet means therein adapted to communicate with the combustionchamber means of the internal combustion engine when said spark plugmeans is mounted in operative relation therewith, means operable inresponse to said electrical signal for discharging from said outletmeans into the combustion chamber means of the internal combustionengine in proper timed relation to the cycle of operation thereof anamount of fuel which is proportional to the characteristic variation ofsaid electrical signal, and rotation sensing switch means for renderingsaid signal generating means (1) inoperable to generate an electricalsignal to which said discharging means is responsive when the rotatingelement of said engine is not rotating and (2) operable to generate anelectrical signal to which said discharging means is responsive of saidengine at starting speeds and above.
 2. A system as defined in claim 1wherein said one structure includes a cylindrical drum and wherein theother structure includes a cap member adapted to replace theconventional distributor cap of the internal combustion engine, saidstructure mounting means including cooperating means on said cap memberfor detachably fixedly securing the same on the distributor housing ofthe internal combustion engine, a shaft section having means on the eNdsthereof for interconnecting the same between the rotor and rotor shaftof the distributor of the internal combustion engine for rotationtherewith, and means mounting said drum over said shaft section betweenthe ends thereof for rotation therewith and axial movement with respectthereto, said cap member having leads in the end thereof for cooperatingwith the distributor rotor of the internal combustion engine.
 3. Asystem as defined in claim 2 wherein said signal generating meansincludes a conductor band on the exterior periphery of said drum havinga circumferential width which increases axially and a number ofconductor brushes equal to the number of combustion chambers in theinternal combustion engine carried by said cap member in engagement withthe exterior periphery of said drum so as to contact said conductor bandduring the revolution of said drum in any position of axial movementthereof.
 4. A system as defined in claim 3 wherein said spark plug meansincludes a spark plug for each combustion chamber of the internalcombustion engine and said signal responsive means includes a fuelpassage extending through each spark plug, each fuel passage having adischarge end constituting said fuel outlet means and an inlet end, avalve mounted in each spark plug for movement between opened and closedpositions with respect to the associated fuel passage therein andsolenoid coil means within each spark plug electrically connected withan associated conductor brush for energization when the latter is inengagement with said conductor band and operatively connected with theassociated valve for moving the same into an opened position in responseto the energization thereof.
 5. A system as defined in claim 2 whereinsaid signal generating means includes a variable resistor in said drumextending axially thereof and being exposed axially along the peripherythereof and a number of conductor brushes equal to the number ofcombustion chambers in the internal combustion engine carried by saidcap member in engagement with the exterior periphery of said drum so asto contact said variable resistor during the revolution of said drum inany position of axial movement thereof.
 6. A system as defined in claim5 wherein said spark plug means includes a spark plug for eachcombustion chamber of the internal combustion engine and said signalresponsive means includes a fuel passage extending through each sparkplug, each fuel passage having a discharge end constituting said fueloutlet means, an inlet end and a valve seat intermediate the endsthereof, a valve member of piezoelectrical material mounted within eachplug in closing engagement with said valve seat electrically connectedwith an associated contact brush for moving away from said valve seat inresponse to the energization thereof an amount proportional to thevariable resistance of said variable resistor.
 7. A fuel injectionsystem for an internal combustion engine having speed control meansmovable in one direction from an idle position through a closelyadjacent cut-off position to a maximum speed position and in an oppositedirection from said maximum speed position through said cut-off positionto said idle position and at least one combustion chamber comprisingmeans for generating an electrical signal for each cycle of operation ofsaid engine having a characteristic capable of being varied between anidle value and a maximum speed value, means operable in response to thegeneration of said electrical signal for discharging an amount of fuelinto the combustion chamber of the engine which varies between an idleamount and a maximum amount proportional to the variation of said signalbetween said idle value and said maximum value, means for varying saidelectrical signal from said idle value to said maximum value in responseto the movement of said speed control means in said one direction fromsaid idle position to said maximum position, means operable in responseto the movement of said speed control means in said opposite directionbetween said maximum position and said cut-off position for varying saidsignal toward said idle value at a maximum rate which is independent ofthe rate of said movement of said speed control means, and means forrendering said signal generating means inoperable to generate anelectrical signal to which said fuel discharge means is responsive whensaid speed control means is disposed in said cut-off position, said idleposition and any position therebetween, and the speed of said engine isabove a predetermined speed slightly above idle speed.
 8. A system asdefined in claim 7 wherein the variable characteristic of saidelectrical signal is the time of said electrical signal.
 9. A system asdefined in claim 7 wherein the variable characteristic of saidelectrical signal is the amplitude of the voltage thereof.
 10. A systemas defined in claim 7 including temperature and pressure responsivemeans for varying the idle value of said electrical signal.
 11. A systemas defined in claim 3, wherein said signal generating means furtherincludes a lead in said cap member associated with each brush and atransistor in said cap member electrically connected between each brushand its associated lead.
 12. A fuel injection system for an internalcombustion engine including a distributor housing having a distributorrotor shaft therein, combustion chamber means, and a speed controlmechanism movable in one direction from an idle position through aclosely adjacent cut-off position to a maximum speed position and in anopposite direction from said maximum speed position through said cut-offposition to said idle position, said system comprising an annularhousing structure, means on said housing structure for detachablyfixedly securing the same on the distributor housing of the internalcombustion engine, a shaft section having means on one end thereof forconnecting the same on the distributor rotor shaft of the internalcombustion engine for rotation therewith within said housing structure,a generally cylindrical drum structure, means mounting said drumstructure over said shaft section within said housing structure forrotation with said shaft section and axial movement with respect theretoand to said housing structure between first and second positions, meansadapted to be connected to the speed control mechanism of said internalcombustion engine for effecting an axial movement of said drum structurefrom said first position toward said second position during the rotationof said drum structure in response to the movement of the speed controlmechanism of the internal combustion engine from its idle positiontoward its maximum speed position, said drum and housing structuresincluding electrical signal generating means operable to generate anelectrical signal during the rotation of said drum structure having acharacteristic which varies as a result of the axial movement of saiddrum structure from said first position toward said second position,spark plug means adapted to be mounted in operative relation withrespect to the combustion chamber means of the internal combustionengine, said spark plug means having fuel outlet means therein adaptedto communicate with the combustion chamber means of the internalcombustion engine when said spark plug means is mounted in operativerelation therewith, means operable in response to said electrical signalfor discharging from said outlet means into the combustion chamber meansof the internal combustion engine in proper timed relation to the cycleof operation thereof an amount of fuel which is proportional to thecharacteristic variation of said electrical signal, means operable inresponse to the movement of said speed control mechanism of the internalcombustion engine in the aforesaid opposite direction thereof betweensaid maximum position and said cut-off position for effecting an axialmovement of said drum structure toward said first position at a maximumrate which is indEpendent of the rate of movement of the speed controlmechanism, and means for rendering said signal generating meansinoperable to generate an electrical signal to which said fueldischarging means is responsive when said speed control mechanism isdisposed in said cut-off position, said idle position and any positiontherebetween, and the speed of said engine is above a predeterminedspeed slightly above idle speed.
 13. A system as defined in claim 12wherein said means for effecting the axial movement of said drumstructure toward said first position comprises a spring resilientlybiasing said drum structure toward said first position and a centrifugalretarding assembly rotatably connected with said shaft section forcontrolably limiting the rate of the axial movement of said drumstructure under the bias of said spring.
 14. A system as defined inclaim 12 including a pressure and temperature responsive annular bellowsoperatively connected between said shaft section and said drum structurefor limiting the axial movement thereof in one direction at a variableposition corresponding to said first position, said signal generatingmeans being operable to vary the signal corresponding to said variationin said first position.
 15. A fuel injection system for an internalcombustion engine having combustion chamber means, a rotating elementdriven at a speed proportional to the speed of the engine and a speedcontrol mechanism movable in one direction from an idle position througha closely adjacent cut-off position to a maximum speed position and inan opposite direction from said maximum speed position through saidcut-off position to said idle position, said system comprising a pair ofstructures disposed in physically cooperating relation with respect toeach other, means mounting said structures for rotational movement ofone with respect to the other and for relative movement with respect toeach other between first and second positions, means adapted to beconnected with the rotating element of the internal combustion enginefor effecting rotational movement of said one structure at a speedproportional to the speed of the internal combustion engine, meansadapted to be connected to the speed control mechanism of said internalcombustion engine for effecting a relative movement between saidstructures from said first position toward said second position duringthe rotation of said one structure in response to the movement of thespeed control mechanism of the internal combustion engine from its idleposition toward its maximum speed position and for permitting a relativemovement between said structures toward said first position when saidspeed control mechanism is moved toward said idle position, saidstructures including electrical signal generating means operable togenerate an electrical signal during the revolution of said onestructure having a characteristic which varies as a result of therelative movement between said structures from said first positiontoward said second position, spark plug means adapted to be mounted inoperative relation with respect to the combustion chamber means of theinternal combustion engine, said spark plug means having fuel outletmeans therein adapted to communicate with the combustion chamber meansof the internal combustion engine when said spark plug means is mountedin operative relation therewith, means operable in response to saidelectrical signal for discharging from said outlet means into thecombustion chamber means of the internal combustion engine in propertimed relation to the cycle of operation thereof an amount of fuel whichis proportional to the characteristic variation of said electric signal,and means for rendering said signal generating means inoperable togenerate an electrical signal to which said fuel discharging means isresponsive when said speed control mechanism is disposed in said cut-offposition, said idle position and any position therebetween, and thespeed of said engine is above a predeterminEd speed slightly above idlespeed.
 16. A fuel injection system as in claim 15 including means forcontrolling the relative movement between said structures toward saidfirst position to a rate proportional to engine speed when said speedcontrol mechanism is moved in the opposite direction at a greater rate.17. A fuel injection system for an internal combustion engine includinga distributor housing having a distributor rotor shaft therein,combustion chamber means, and a speed control mechanism movable in onedirection from an idle position through a closely adjacent cut-offposition to a maximum speed position and in an opposite direction fromsaid maximum speed position through said cut-off position to said idleposition, said system comprising an annular housing structure, means onsaid housing structure for detachably fixedly securing the same on thedistributor housing of the internal combustion engine, a shaft sectionhaving means on one end thereof for connecting the same on thedistributor rotor shaft of the internal combustion engine for rotationtherewith within said housing structure, a generally cylindrical drumstructure, means mounting said drum structure over said shaft sectionwithin said housing structure for rotation with said shaft section andaxial movement with respect thereto and to said housing structurebetween first and second positions, means adapted to be connected to thespeed control mechanism of said internal combustion engine for effectingan axial movement of said drum structure from said first position towardsaid second position during the rotation of said drum structure inresponse to the movement of the speed control mechanism of the internalcombustion engine from its idle position toward its maximum speedposition, said drum and housing structures including electrical signalgenerating means operable to generate an electrical signal during therotation of said drum structure having a characteristic which varies asa result of the axial movement of said drum structure from said firstposition toward said second position, spark plug means adapted to bemounted in operative relation with respect to the combustion chambermeans of the internal combustion engine, said spark plug means havingfuel outlet means therein adapted to communicate with the combustionchamber means of the internal combustion engine when said spark plugmeans is mounted in operative relation therewith, and means operable inresponse to said electrical signal for discharging from said outletmeans into the combustion chamber means of the internal combustionengine in proper timed relation to the cycle of operation thereof anamount of fuel which is proportional to the characteristic variation ofsaid electrical signal, said signal generating means including aconductor band on the exterior periphery of said drum structure and aplurality of annularly spaced conductor brushes carried by said housingstructure in engagement with the exterior periphery of said drumstructure so as to contact said conductor band during the rotation ofsaid drum structure in any position of axial movement thereof, saidconductor band having leading and trailing edges which converge towardan axial line extending therethrough in an axial direction correspondingto the direction of axial movement of said drum structure toward saidsecond position.
 18. A fuel injection system as defined in claim 17wherein said signal generating means further includes a lead in saidhousing structure associated with each brush and transistor in saidhousing structure electrically connected between each brush and itsassociated lead.